Test Flight and Eats

 Chet and I decided we would fly out for breakfast this morning, following our success installing the seat roller bearings yesterday. The plan was to be in the air around 8am and head to either Millville, (KMIV) or Cape May, (KWWD).

I did my preflight and was waiting on the fuel truck to arrive when I heard and saw a motorcycle come around the hangars.  I had no clue who it might be, ruling out my hangar neighbor since he road a big black Harley.  This bike coming at me was a custom, along the lines of an Orange County Chopper build.  As the rider gets closer I recognize him, it's Chet!

Man this guy has all the toys. What a beautiful bike, painted to look like a war bird.  

The fuel truck pumped in twelve gallons.  Eight on the left side and four on the right side.  The POH calls for running on both tanks but from now on, once in cruise, I am going to switch tanks every half hour. 

The climb was smooth and steady as we followed the coast and made our way across the bay. I started down just shy of ten miles out, setting up for the left down wind one-nine.  I made my position call and was quickly corrected that I was on Millville's frequency. That was our initial plan but we switched, well everything switched but my brain, since I dialed in the KMIV CTAF. 

I thanked the guy who gave me a heads up then switched to the correct CTAF at Cape May.  With the position calls made I slowed 3 Tango Charlie down, and once on down wind dropped the gear adjacent to the numbers. Multiple GUMPS calls and I even decided to try the third notch of flaps. 35* really made for a smooth and slow approach as I crossed the fence. I liked it.

Once the plane was secure in front of the terminal, Chet and I headed in to the Flight Deck Diner. The place was busy with even the extra terminal seats filled. We decided on the counter and had our choice. 

Breakfast was good and so was the service. I had creamed chipped beef over home fries and a side of bacon with a large OJ to wash it all down. I think Chet had eggs and bacon. 

We headed back out to the plane and after a few tries 3TC finally started. I had such a good streak going with my hot starts. I taxied out to one-nine and launched for home. Again, the flight was smooth but with a few more traffic targets then our trip north. 

I had planned for runway three-two but a plane departing advised the sock is favoring two-zero despite the ASOS report.  It would have been a wash for me and I always like the longer runway even if it has a cross wind component. I played nice and changed up for a straight in two-zero and acknowledged the Cessna asking to leave ahead of our arrival.  I was two mile final at the point so he was good to go.

With the last notch of flaps added I settled in over the numbers and squeaked a nice landing. I had to add power to continue down the runway to turn off on the taxiway. With 1.2 in the log book and the seat passing inspection I was good to go. I should note that prior to departure Chet and I briefed in case my seat slid back on the rails. I knew it was working perfect but it's always nice to work through the what if scenario. 

There will be no BACFest this year. Mary had a fall and is not moving to fast with her back issues so we decided to cancel the trip to Denver. No ticket refunds but we have until February 18th next year to rebook and use up that value.  Not a problem, winter means cold temps here and Key West will be looking good in December. 

Seat Bearing Install COMPLETED!

Woo Hoo....the seat bearings are in and the seat now slides like it's on butter.  

I will say I learned a lot in the last few days. The number one take-away was that it is way easier with two people then one. 

The install was harder then the removal, maybe because there were no front roller bearings on the removal. Once the bearings were installed, then slipping the axles in the tube, Chet and I began the gentle alignment process. 

• First the seat cushion has to be near vertical as you gently guide the new front bearings into the back end of the seat tracks.
• It is critical that the seat stay squared up across the tracks in order to have the latching mechanism drop in the cut outs located on the top part of the seat track.
• Use a zip tie to secure the seat latch in the released position, this frees up one hand and it hold the bullets close in so it will drop in the cut out. 

• Once the latching points are in the seat tracks slowly lower the rear of the seat cushion while moving the seat forward. As you move forward, line up the rear bearings and guide them into the tracks. When you feel everything slid smoothly drop the rear stop pins in place.
• Cut the zip ties and let the seat lock in place while you finish installing the stop pins and the safety lock pins.

Grab a cool drink and test the seat.  Since Chet was so nice to help, I told him have at it. He repositioned the seat a few times and I managed to grab a picture. 

Thank you Chet for your help, I could not have completed this task without you.  Let's grab lunch, I'm buying!

So we closed up the hangar and went to the Green Turtle for some cool drinks and burgers.  A good lunch and as always excellent airplane chat.

Roller Bearing Assembly

I received my parts in the mail today! I searched online for local machine shops and found two, Davis and Mumford.  Davis was closed and the phone number didn't work.  Mumford answered and told me come on over and if we can't get it done we'll point you to a shop that can. 

I did stop and pick up lunch for Mary and I at a new place here in Berlin, Paul & Vinny's.  Great cheese steaks and the "Vinny" Italian hoagie type sandwich was excellent.  All imported meats and cheese on a very good roll. 

With lunch finished and cleaned up, I loaded up the parts and headed out to Mumfords Sheet Metal Works.  The guy in the shop had a twenty ton press but I opted for the bench vise and a small socket to match the inner bearing race. They charged me $10 and I gave the guy a $10 tip. 

I still need to cut the axle to length but I want to measure the existing to be safe. Chet is going to stop over at the hangar tomorrow to help me set the seat back in the track.

Seat Roller Repair, Day 2

Seat lock mechanism

Thursday 9/5

Chet and I agreed to meet around 11am, that works out just fine.  We both arrived a little early which was perfect, it didn't start to rain yet.

Chet climbed in the passenger side and knelt on the seat while I assumed the position just on the wing walk pilots side. Together we gently lifted the seat in a level plane, then slid the seat back far enough to allow the seat locks to clear the top of the seat channel cut outs located about mid track.  Once the seat locks were clear I adjusted the seat back position slightly forward and we continued to move the seat backwards until the bearing/axles cleared the rear of the seat track. 

There were no bearings left, just an axle on each side. I found the other half of the one bearing that I knew was broken but never saw the other.  It may be sitting on the carpet, I didn't climb back in to look.  When I clean and prep the tracks I'll look for the mini ball bearings and the other broken bearing pieces.

Good news, the seat is out. The bad news I need two bearings and at least one axle. I ordered two of each to have all the front end bearings and axles brand new. I will save the axles and work on getting new bearings pressed on and keep the set as a back up in my inventory. 

bent axle

The new parts and install will be posted soon so stay tuned!

Seat Roller Repair, Day 1

Wednesday 9/4

This is the Commander seat track from the Illustrated Parts Catalog (IPC). There are four roller units on each of the front seats, two front (circled) and two rear (red dot).  This is a short shaft or axle for a better description with a bearing attached that rides in the seat track.  

When the Commander was in the shop for the MP gauge repair the plan was to remove the front seat. This would provide more room to lay down and get under the panel.  The seat needs TLC when removing, stop pins and posts removed the seat then needs to slide back to the release or cut out area about midway on each track. Once aligned you lift and rotate the seat towards the panel which frees the seat locks out of the tracks.  At that point continue sliding the seat and rollers to the rear and remove seat.

That all sounds really easy, it takes some finesse to make it work and not damage the rollers.  The shop left the seat in place and worked under the panel by doing some of those weird aerobics.  Oh to be young again.

Once I was home I found a half bearing on the floor just under the seat, I had no clue what it was from. With some research and the help of the fellow Commander Owners Group (COG) members I had the answer.

After reading through multiple accounts of seat removal on the COG forum, I decided to give it a go and do the repair myself.

I arrived at the airport following my scheduled hair cut and opened up the hangar.  It was hot and humid today and the breeze felt more like someone breathing on you then fresh air. Yuck!

I removed the stop pins and posts to open the track for the roller removal.  Step one was easy.  Next I had to configure myself to hold the back of the seat up while releasing the seat adjust lever and rolling the seat towards the rear. Ok, it was easy enough and the rear rollers are exposed in short order. Upon further examination both axles and bearings look great.  I somehow manage to get my face down under the seat to inspect the tracks, they look clean, and in great shape. 

I repositioned myself as best I could and tried to slide the seat backwards, holding it up as to not damage the assembly or hang the seat weight on the tracks. I just couldn't get enough lift while holding the seat to squarely lift the front locks out of the seat track slots. I tried multiple times, even taking about a ten minute break to keep focused and cool down.

By this time I was soaked, my shoulders were hurting and the knee and right leg were at their limit. I unplugged the drop light, cleaned up and headed home. I sent a text to a ramp neighbor, Chet, and he agreed to give me a hand tomorrow to lift and shift the seat up and back.  Once removed I'll clean everything up, lube, and await the new rollers.  Yes two, if I'm going through this much trouble I'm replacing both while I'm there.

VLog Update 9/2/2019

I had a few things I wanted to accomplish this weekend on the plane.  As fellow pilots and owners know, the to-do list is never really done.

The plan was to work through the set up on the Garmin 480 and check the audio alert settings.  Item two was to repair the loose visor on the pilot side.  I completed both tasks! 

I hope to test fly tomorrow and check the audio alerts.

The Pilot Community

After driving Mike B back to the Salisbury Airport, I had some time to think on the return drive home. In itself that should be scary, but, it triggered some thoughts on how lucky I am to have such great friends. Here are just a few thoughts that came to mind. 

Much like back in my Corvette days the hobby (we pilots like to call it our passion) promoted a togetherness of sorts.  Club meetings, car shows, and travel to distant overnight shows really fostered the camaraderie between members. I know the RV community is the same way, despite miles apart the core keeps in contact and there is always a network available for help.  This like minded thought process I assume would apply to sailing, cruisers in particular and maybe the weekend warriors too.  

Now for the pilots.  I have never been around a group of people so willing to help, or share information like aviators do. I'm talking about the basic text or email conversations about safety, airports, avionics, purchase tips and even selling tips. 

A chance to fly trumps all, we all crave the mission. Sometimes, like this week, the mission was help with my training. My friend and fellow pilot Mike B jumped on a plane, flew commercial to get here just to fly right seat and help me become familiar with the autopilot and GPS. To reach a step further the previous owner, Bill, sent me an email after reading my blog posts and offered invaluable information on the avionics speak for the particular units I have. 

Some of the type clubs are the same, shared experiences and support without strings attached. The Beech Aero Club should be the poster club for all others. Having only been a Commander Owner Group member for eight months I have found that they are cut from the same cloth. The people I have met went out of their way to be helpful, I can only pay such kindness forward. 

Mary and I are indeed blessed. From the support we received from fellow BAC member and pilot Mark G and his bride Candy and all the other pilots who texted, emailed, called and visited...just an amazing outpouring. 

In order to just get back in the cockpit I had friends supporting me, none more than Charles G.  To say he was relentless would be an understatement. His intent wasn't to just get me to climb back in a plane, he really helped me keep my head on straight and still believe in myself with regard to flight. 

The strangest part about pilots is that I  feel I could overnight in just about any state on a moments notice. I know Mary and I would do the same for any pilot we know. It's more than camaraderie, it's a brotherhood of men and women who do indeed share this passion.  

I'm proud to be one of the brotherhood.

Training Day 4

The final day...

Another late start for our last day of flying.  The hope is that we can build on yesterdays afternoon session and keep moving forward.  We will be flying to Delaware Coastal once again, it provides multiple approaches and it's close to home.

Once at the hangar I stuck 3TC's tanks to see how much fuel was on board.  The right tank had 2.5", approximately 19.5 gallons.  The left tank registered just barely a half inch on the fuel stick, leaving maybe 12 gallons.  The JPI displayed a total of  31.4 remaining, we shall see.  I took on 10.7 in the left and 7 in the right, just touching the tabs in each tank.  Tabs should carry 48 gallons, I think it all checks out.

31.4 On board
17.7 Taken today
49.1 Total gallons

With the pre-flight completed we tugged the plane out and climbed aboard. It was starting to get warm but there was a least some breeze blowing. I set up the ActiveOn Gold to view the six pack and the Garmin VIRB in the typical location looking over our shoulders. 

We launched from runway two-zero into a beautiful blue sky, I was ready to get after it.  The Garmin 480 was programmed for KOXB - KGED, easy peasy.  Mike hand flew for a good bit while I was eyes in working on buttonology.  I selected the GPS RWY 22 approach and updated to direct HUVOX, we were on our way.  Now I was flying in HDG mode with the GPSS selected along with capturing my altitude at two thousand five hundred feet.

As we were just about to cross HUVOX and do a teardrop entry Mike called me off and instead directed me to fly vectors. Two reasons, a good training scenario and we had another plane shadowing us at same altitude or within a hundred feet. This is no time to take chances, bug out and return to try the approach again.  

He finally passed us

With this change Mike was back in his element, ATC role play and making me work. I switched off of the GPSS on the Aspen which now made my heading bug come alive to my changes. We flew up the coast and then turned back inland to work our way back to the GPS 22 approach.

As I closed on the inbound track for the approach I switched the GPSS on and selected HDG and NAV simultaneously. In a very short time the HDG display went out and NAV with APP now locked in. Once established the VS lit up and the approach was smooth until I disconnected around five hundred and flew down to minimums. 

I throttled up and followed the Cram, Climb, Clean and Cool to power away from the airport environment. Next up was a return to Ocean City, but, the 480 and I did not communicate. It took me a few tries to get us pointed to OXB direct.  Once the plan was updated on the GPS I selected the LOC RWY 14 approach. Mike once again role played ATC with vectors to final (VTF). I crossed the final approach and made my way back, really giving the GPSS a workout. Once established I disconnected and hand flew up until we had another plane pass below and out front of us, we were out of there.

I made my position calls and entered the pattern, crossing midfield, and turning down wind for runway two zero. Turning final I set 3TC on the runway smooth and soft, a nice ending to the day and the training. 

Sadly the best day of training did not get videoed, yesterday afternoon. I'm ok with that, when nothing goes wrong there isn't much to learn from.

My homework is to work through various scenarios with the Garmin 480 sim and make notes of each attempt until I can make the transition from one flight plan to the next without a snag. I'm also looking forward to more flight time.

Why is there no Aspen cam? Because the screen shattered and out of all the videos it took, only one was corrupted, yep, the flying time.  I should note it was a codec issue so I may be able to save it. Anyone have any ideas???

Training Day 3

Day 3

By the time everyone woke up and got ready to head to the airport it was after 10am.  Once we arrived at the airport and opened up the hangar, Mike and I got 3 Tango Charlie ready to go, tugging her out on the ramp. It was a BEAUTIFUL day!

Both video cameras were set up, one inside facing us and the typical over the shoulder shot facing the windscreen.  The ActiveOn Gold facing us had plenty of footage, but the file was corrupted and would not download. 

The plan was to head over to Delaware Coastal, KGED, and shoot a few approaches, working through the lessons we covered in our ground session the previous two evenings. We had a few bugs to work out, as far as GPSS and the use of the Stec Heading (HDG) vs the  Nav features. One solid takeaway was that we switched into NAV mode too soon and instead of doing the procedure turn the autopilot turned for the shortest intercept to the final approach. I must mention that it's not an equipment issue but an operator error issue. 

I quickly disconnected and used the HDG function and performed a Procedure Turn before heading towards the airport on final. Once on final I did reengage the NAV function and the autopilot immediately captured the the glideslope, riding the rail down to five hundred feet where I disconnect and continued down to four hundred feet before going missed. The second approach was a little better, but still had the wrong turn issue in NAV.

Of course with my patience level I was getting frustrated, and I could not settle. I could no longer use the correct buttonology to get out of the current flight plan and set up for Salisbury (KSBY). Keep flying the plane was the main goal and with the added buttonology I was overloaded.  My response was a WTF moment. Mike quickly jumped in and instead of fixing it or talking me off the ledge he simply and very matter of factly said, complex planes with new to you avionics take some time, if you can't handle it, go back to flying your Sundowner. Ouch! To Mike's credit, once I was mentally back in the game he said he wouldn't be here if he didn't think I could handle a complex aircraft.

Mike knows me well enough and gave me exactly what I needed, a kick in the arse! After all that set in he talked me through the positives, I was still flying the plane, we were in a safe area moving away from the airport environment and we will just try setting it up again. Well of course that makes sense and I settled in working on, as my bride likes to say, that pilot stuff.  I honestly am not used to feeling behind the plane and with the operator button pushing that's where I felt I was. 

I used the nearest soft key, selected Ocean City and off we went. Mike was right, we needed to take a break. I made an ok landing, that's being polite, and taxied in to park.  It felt good getting out and walking away, I did need a break. We decided on lunch at the Southgate grille.  The food and service was very good and the ice tea with lemonade hit the spot.  

It was time for round two. We drove back over to the airport and there sat 3TC, in a tie down, not her nest. Mike and I did a walk around and I checked fuel for this next session.  We were ready to go, it took a few tries but 3TC fired up and was ready to have another go. I must mention that during lunch I texted Bill, 3TC's previous owner and asked him a few questions on the autopilot.  Bill quickly responded with an excellent well thought out description of the process, and it really helped square things away. Thanks, Bill!

We climbed out of Ocean City and once again headed towards Delaware Coastal. This time we flew along in HDG mode, with GPSS engaged.  With this setting selection 3TC flew like a perfect lady.  All the correct directives were on the Garmin 480 GPS, the autopilot flew smooth and gentle standard rate turns and the entry and subsequent racetrack for the PT was like overlaying the approach plate. On the money!

I was feeling  much better about my afternoon performance.  I still had an issue clearing the existing flight plan and selecting a new destination. I cheated again and used nearest and direct, we were on our way to Salisbury. Mike contacted SBY and requested the ILS RWY three-two. Tower approved and advised report inbound COLBE, the final approach fix. 

As you can tell by the track  posted above, the heading and GPSS combination flew another perfect procedure turn. We asked for another lap to complete the hold portion of keeping current and also wanted to confirm the suspend button action.  Once established inbound I set my heading bug for the wind correction and switched to NAV.  The glideslope appeared and I watched it go from active to alive as steady as can be. 3TC rode the rails, smooth and straight down the glideslope despite gusting winds at twenty plus knots. At just about a half dot high I dropped the gear, adjusted power to stay at 105 knots indicated, and continued in. I disconnected at five hundred feet and flew to the minimum descent altitude of three hundred feet. We called going missed and I followed the four C's; Cram, Climb, Clean and Cool.  Cram for throttle full, climb for climbing out, clean for tucking the gear and flaps away, and cool for the cowl flaps open. It was all starting to click. 

It was time to call it a day, ending on a very positive note. I turned for home and made an excellent landing at Ocean City. Mike and I tucked 3TC in her nest and cleaned all the bugs off her pretty paint.  We are up again tomorrow!

By the numbers: Three GPS approaches, one ILS, and one hold. Total time 3.2 hours. 

Training Day 2

Day 2

The best-laid plans of mice and men often go awry.

Today we were going to jump in and set up the aircraft numbers table and then move on with autopilot work.  All that faded away as we sat and watched the weather poop on our parade.

SPECI KOXB 281008Z AUTO 02007KT 3SM -RA BR OVC005 22/22 A2988 
SPECI KOXB 281015Z AUTO 02008KT 3SM -RA BR OVC004 22/22 A2988 
SPECI KOXB 281046Z AUTO 02007KT 5SM BR OVC005 22/22 A2988 
SPECI KOXB 281134Z AUTO 02007KT 8SM BKN006 OVC014 22/22 A2989 

Mike and I headed back to the house so we could pick up my bride and go out for lunch. The unanimous vote was for the Sunset Grille located at the Sunset Marina in West Ocean City. We each enjoyed the Guacamole dip appetizer followed by crab cakes. My sandwich had shrimp salad too, everything was very good.

I gave Mike the nickle tour of Ocean City, heading up Ocean Highway to see all the condos and restaurants.  Traffic wasn't too bad so we decided on a stop at Dumsers Ice Cream. I had a sugar cone with banana, Mary had a soft ice cream chocolate, and Mike had a Sundae.

Once home and settled in Mike and I worked through multiple scenarios on the Garmin 480 Simulator. Approaches, holds, using the suspend button while in the holds and just clear of the hold.  The 480 will revert back to the Procedure turn or hold if you hit suspend (SUSP).  Pretty neat feature. 

The revised plan is an early start for flight time tomorrow morning. We are both ready to get after it, so stay tuned for video and another blog post!

Training Day 1

Day 1 

It’s going to be a busy day so buckle up and get ready.  My day started with a visit to the office and a few hours of computer work before starting on my to-do list.  Mary is still feeling pretty sore from her slip and the resulting sore back she sports as a prize.  With bed rest her priority,  I needed to get a few things done before Mike B arrived.  The spare room needed the sheets put on the bed and the room vacuumed, along with fresh towels and a supplies check of the guest bath. Done.

Next up a grocery run to fill the list on the fridge that we keep updated. How did the list of ten items grow to a full cart, who was adding items?  Obviously I’m not a good shopper and end cap promotions do work.  Oh well, the fun part of shopping is done, now to get everything home, unloaded, and put away.  With the shopping completed I made lunch for Mary and I. We enjoyed hot ham and cheese sandwiches and the time to relax and hang out, it's all good.

Mike is scheduled to arrive in Salisbury (KSBY) at 2:50, so, I have enough time to cross another item off my list.  I clean up lunch and point the SUV west for the Salisbury social security office.  I seemed to have lost my original card and I need a replacement, which can only be done in person. Surprisingly, the crowded room sorted out rather quickly and within twenty minutes my number was called. The transaction took less then ten minutes and I also walked out with info on my retirement numbers, of which I am entitled to as of December, at age sixty-two. At least I can apply online in September, three months in advance. 

Watching the clock I’m in good shape to get to the airport with time to spare. As a pilot we all have an app for tracking flights and my favorite is FlightAware.  Mikes flight is ahead of schedule and lands shortly after I arrive, great timing. I get a text from Mike that he landed and is seated in the very last row.  I acknowledged, I was in the terminal. It was great to see Mike, it’s the first time following the accident. Mike was a lifeline for Mary and I both through our recovery.

The bags are loaded in the SUV and we are headed to the Ocean City airport to see 3 Tango Charlie. Once the hangar is open we complete a walk around and then remove the top cowl to locate the source of a single drip of hydraulic fluid on the hangar floor. This is the first drip in thirty-one hours of flying our Commandeer. I locate the source, a valve block for the parking brake, just above the right cowl vent.  All lines are checked and secured, and with a clean up we are ready for a test. Mike climbed aboard and pumping the brakes he set/released the parking brake numerous times with no sign of a leak, I will continue to monitor.

Bottom view

Top view

With the drip issue addressed we both climbed aboard for some systems review and just getting to know what’s what for the avionics. We must have sat in the plane for at least an hour with the only distraction being the need for some eats. Together we closed up the hangar and headed to the house to drop of his bags and see if Mary was up to dinner out. My bride took a pass, so Mike and I headed to Harborside for dinner.  

The music was excellent, and the food and service just as good. For starters we split a calamari as an appetizer, it was very good. For dinner, Mike had flounder and a side salad while I enjoyed a cheeseburger with bacon and onion and fries. Mary had asked for a crab cake so I placed the order as we were finishing up dinner so I could take that  home for my bride. We sat and talked airplanes and the training plan for the next few days. 

The fun begins

Mike and I did a ground session on the Stec 60-2.  I will say he is just as tenacious with the books as he is in flight. We started out with a review of every button and indication on the Stec Controller and how each affects flight control. We reviewed the block diagram to get a better understanding of the system.

We then moved on to controller indicators as noted in appendix A. It was a good review and I did learn a lot about faults and functions I haven’t seen or tried as of yet. Mike had a training syllabus he put together and we followed each section addressing every aspect of the autopilot.

The discussion then turned to application with regard to flight planning, route amendments, procedures, approaches and equipment failures. Before one could imagine it was almost 11pm. We completed the plan Mike prepared and called it a night. Fly time starts tomorrow, weather permitting.

Training Time

Mike B and I have coordinated schedules and he will be coming to Ocean City for some fly time.  It looks to be an excellent week as far as weather and that means training time.  Oh how I'm looking forward to those foggles...NOT.  

The tentative plan is many many approaches, with and without the Autopilot. Mike is famous or is that infamous for his what if situations and really pouring it on from the fire hose.  I look forward to the challenge and hope to once again earn the moniker of 'the machine'.

I have to honestly spew here for a bit.  Although I passed all the transition training along with a BFR and IPC I still have that hesitation, maybe it is confidence.  I know I can, I just need that confirmation, a validation of sorts, something to make it all feel right like it used to.

I found this clip from Top Gun, on YouTube. As goofy as it sounds, I get it. To quote Viper... 

"The simple fact is you feel responsible and you have a confidence problem. Now I'm not gonna sit here and blow sunshine up your ass, Lieutenant. A good pilot is compelled to evaluate what's happened, so he can apply what he's learned." 

So, this week will be hard work, many flight hours and hopefully I'll be back to who I was prior to June 29, 2018. 

I should have some great video and blog posts...Stay Tuned!!